Multiple load-binder anchor



oct. 9, 1951 J. M. MON

MULTIPLE LOAD-BINDER ANCHOR 2 Sheets-Sheet l F'iled Nov. 26. 1948 will 27 J. M. MOON MULTIPLE LOADBINDER ANCHOR oct. 9, 1951 2 sheets-sheetv 2 #www Filed Nov. 26, 1948 Patented Oct. 9, 1951 MULTIPLE LOAD-BINDER ANCHOR John M. Moon, Evanston, Ill., assignor to -Signode Steel strapping Company, Chicago, Ill., a corporation of Delaware Application November 26, 1948, Serial No. 62,088

8 Claims. (Cl. 105-369) My invention relates to multiple load-binder anchors especially adapted to'secure the ends of flexible steel load or cargo binder straps. to the side walls of cargo carriers, `such 'as railway lbox cars, trucks and the like.

Heretofore it has been the practice to secure load or cargo binding straps to car side walls by individual anchors, which are secured in place by nails or screws preparatory to loading the car and removed after the car has been emptied. The use of such anchorages not only consumes time to apply Aand remove them but their removal is frequently destructive to the wooden car wall sheeting. Also they concentrate the binder tension load upon relatively small areas of the Acar sheeting and .such concentration creates liability of the anchor nails or screws being torn loose under shocks incident lto travel and switching, with resultant hazard to the cargo and of injury to the car. It has also been proposed to employ multiple binder anchors but in so far as I am aware, they possess the disadvantage-of requiring that they be built into the vcar during its manufacture and are not readily, if at all, applicable after the car is constructed; or they protrude from the walls and thereby constitute a hazard to the cargo vduring loading and unloading and in transit.

The principal object of 'my invention is to provide an improved wall anchor for load or cargo binder straps.

Another object -is to provide :a permanent anchor readily installable in railway box cars and the like either after or vduring manufacture,

A further object is to provide 'an-anchor which will distribute the tension and shock load put uponthe car sheeting by the load binders vand consequently lessen the tendency to be pulled loose with hazard not only tothe load -or cargo, but also to the car itself. Y

A further vobject is to provide Ya permanent anchorage enabling desirable selectivity in 'the number and location of Ibinders for accommodating loads of various characteristics.

Another object is to provide -a permanent load binder anchorage -which does not project into the cargo space.

Another object is .to provide an anchor which is simple, inexpensive to produce and install, and effective for the intended purpose.

Other objects and advantages will hereinafter appear.

In general my invention contemplates rigid and strong vmetal bars securely fastened in pairs to and ush with the inner `surface of the opposite inside walls of the vehicle,.such as a railway lbox car, and to which one end each of one or more sets of loading anchoring .tension binder strap .sec tions may be attached, the sheeting bein-g recessed at spaced intervals behind the bars to enable the binder strapends to be looped about the bars, .and the sheeting recesses 4being lined with protective and strap guiding shields to facilitate strap appli cation.

Embodiments of my invention are illustrated in the accompanying'drawngs, wherein:

Fig. 1 is a perspective of the inside of a railway box car showing vmultiple anchors .attached thereto and indicating load or cargo units in place in one end of the car;

Fig. 2 is an enlarged perspective of a Ypart of one of the binder anchors.;

Fig. 3 is an enlarged section through a so-called double sheeted car showing the .method of applying the anchor bar and the location of the sheeting recess and protective shield;

Fig. 4 is a similar section of a so-called singlesheeted car; i

Fig. 5 is a section on the line 5--5 of Fig. 4; Fig. 6 is an -enlarged perspective of one type of sheeting recess guide shield,l

Fig, '7 isa perspective of a modified form' of shield; and y Fig. 8 is a section similar to Fig. i showing the modified guide shield in position.

Referring to .the drawings, Fig. 1 pictures a typical railway box car interior viewed as though the near side and end walls had been removed. The visible or far side Wa-ll III of the car is equipped with two multiple load-binder .anchors I I and `II' at each side of the doorway -I2. It will be understood that the nea-r side wall will be equipped with anchors duplicating those on far wall AIii in substantially identical locations relative to the doorway (or car ends') so that anchors will be arranged in sets `or .pairseach side wall of the car carrying an ancho-r `of each pair or set. Therefore the following explanation of the binder anchorages for one side of the car (the far side) will be equally applicable to the opposite (near) side.

Each multiple binder Vanchorage consists of a long metal bar or plate I5, which .is preferably set substantially vertically relative to Athe car iloor and embedded in a slot orgroove I'B in 'the car sheeting I'I, which is customarily of wood. To avoid any part of the anchorage projecting into the cargo space, which usually is desirable to prevent injury to the cargo, the sheeting grooves I6 should be deep enough to permit the anchor bars to lie with the outer faces flush with the exposed surface of the sheeting. The length of anchor plates i5 should be such as to accommodate the desired number of cargo-binder sections at the desired spacing. Ordinarily, in order that an installation may serve in the binding of cargo units varying in height from the minimum to the maximum permissible for the car, the length of the anchor plates will be somewhat less than the wall height of a car (or less than sheeting height if only the lower part of the car walls are sheeted) and have opposite ends spaced relatively short distances above the car floor and below the eaves of the car roof (or below the top edge of the sheeting if the car is only partially sheeted). Each plate is securely and rigidly fastened to the car wall by suitable means, such as screws I8 when the car is of the so-called double sheeted type, as shown particularly in Fig. 3. If the car is of the type known. as single sheeted, then bolts I9, as shown in Figs. 4, 5 and 8 are to be preferred. The number and spacing of these anchor bar attaching screws or bolts are susceptible of some variation but should be such as to distribute the load of the tensioned cargo binders, bear the maximum loads of tension and shock to be expected and prevent the pull of the binders objectionably bending or bowing the bars. Locating an attaching screw or bolt slightly above and below the top and bottom binder strap locations and also -between each intermediate pair of binder strap locations has been found to give good results.

At spaced intervals along each anchor bar I5 recesses 20 are formed in the'car sheeting beneath or behind the bar. Each recess is s-omewhat longer than the width of an anchor bar and extends, preferably equal distances, beyond the opposite edges of the bar. Behind the anchor bars the depth of recesses 20 is slightly more than the thickness or gage lof the heaviest binder strap it is contemplated will be used to bind cargo in the car. The width of recesses 20 should, of course, be slightly in excess of the maximum width of the contemplated strap binder. And if, as will be later explained, these recesses are to be lined with metallic guide shields, the depth and width of each sheeting recess should be appropriately increased to accommodate its shield, and still leave sufficient space for the insertion and passage of binder strap behind an anchor bar between bar and shield. In order to facilitate the insertion of the end of a binder stra-p rinto and through a sheeting recess behind an anchor bar, each end of a recess where it extends beyond an edge of its anchor bar may be tapered in depth from its maximum in line with the bar edge to zero at the extreme outer end, as most clearly indicated at 2l in Figs. 3 and 4.

Thus each multiple binder anchorage includes a rigid binder anchoring bar xed in place on a car side wall and a plurality of spaced sheeting recesses which, substantially at right angles to the bar, lie therebeneath and extend somewhat beyond each vertical edge thereof. This arrangement is such that, at spaced intervals within the height of a cargo load unit, ends of binder strap sections may be readily threaded behind anchor bars and looped and secured thereabout to anchor them to the car.

In order to facilitate the threading of the binder strap through the sheeting recesses behind the anchor bars and to protect the sheeting against; cutting by the usually sharp edges of (itl the steel cargo-binder ends, each recess may be lined by a metallic guide shield one form of which is shown in detail in Fig. 6. This shield guide, which may be made from a single piece of sheet metal, has a main body portion 25 anked on opposite ends by wings 26 and along opposite edges formed with upstanding ilanges 21. The length of body portion 25 is substantially the same as the width of the'associated anchor bar so as to cover the uniform depth part of the sheeting recess therebehind. Wings 26 are long enough substantially to coincide with the tapering parts of the sheeting recesses. Flanges 21 are of a depth such that, when the shield is in its recess and the anchor bar is iixed in place, they cause the anchor bar tightly to press the shields back portion 25 away from the bar into the deeper part of the recess and firmly hold it there, thereby retaining the entire guide shield in proper position in its sheeting recess to afford a lined passageway for the strap between` the bar and shield.

Instead of forming the sheeting recesses with ilat bottoms behind the anchor bars as previously desirable, it may be the preference, especially in equipping old cars, to cut the recesses with a circular tool resembling a milling cutter. In such a case the recess will be curved from end to en'd as shown in Fig. 8 and the guide shield may conveniently take the form shown in Fig. 7. Here the bottom wall 3|] of the shield is provided in its mid region withV side flanges 3|. These flanges are proportioned and provided with slots 32, which initially were triangular, so that when the shield is bent to t the curved sheeting recess, they present a substantially straight unbroken edge to the vback of the anchor bar and function in essentially the same manner as already explained.

The manner of using the hereinbefore described binder anchorage will be best understood by again referring to Fig. l.' Here the right hand end of a box car is indicated with two load units A and B bound therein ready for shipment. In

In the illustrated car end load each of units A and B is to be bound in place by two tensioned binders. Hence each anchor bar will have the ends of two binder sections anchored thereto. Bar Il serves as the wall anchorage for the two ,binder sections 40 and 4I, and its associated bar (not shown) on the near wall of the car serves as the wall anchorage for the companion binder sections 42 and 43. Each fixed end of a binder section may be anchored by threading it through the appropriate sheeting recess, looping the end around the anchor bar and back upon the body of the binder section, and thus securing the end to the body of the binder section by an appropriate joint 44 as shown most clearly in Fig. 2.

, In like manner one end of each of binder sections fagevaaoe binder sections required for 'the Anext 'load unit to be placed. In this connection the precaution to be `borne -in mind is that 'no load 4unit :space should be lled vruntil after the lbinder sections intended to anchor it .zare attached to the `proper anchor bars. Otherwise the Ipresence tof lcargo will linterfere with, if Vnot absolutely prevent, the attachment of the binder 'sections to the anchor ibars.

Assuming that ltheV binder sections .for :cargo units Afand B `are alim-place, l'the elementscomprisin-g 'lunit -A are loaded into the Aright end fof the car against the rear wall outwardly toward the doorway beyond anchor bar 1| :and its associated bar on the rear wall. `Then the companion binder sections f40-42 and ll-'43 l'are brought together at the race of the "load lunit, tensioned, preferably =by fa suitable tool, to the desired extent and v.iinally overlapping free -ends of the binder sections rare -joined together 'by appropriate 4joints "49 to retain the ybinders in ltension. -In a similar manner load unit'B iis -completed and bound in place Iin the carragainst unit A by `companion binder sections 45-41 and 46-48. After one end of the car is thus loaded, the other end'may be 'likewise loaded, or the loading of both ends may Iproceed together.

When destination is reached 'the load is unbound preparatory -to unloading merely by cutting the binders. And as cargo units are removed, vcr after all have zbeen removed, the old binder sections can be Ieasily and quickly disposed of byfmerely `cutting vthe Aloops about the 'anchor bars and pulling the strap therefrom.

Of course, each end of the car may be provided with only one set or pair of anchors instead of with two as shown, or either or both ends of a car may be equipped with more than two sets of anchors, as desired. The number and arrangement of the anchor bar sets within a car may be varied to suit loading conditions expected to be met and what may be considered the better and more flexible practice. The purpose of the anchorage bars is to provide a ready and unobstructing means for securing to the car wall one end of each of a pair of load binder sections, each air of binder sections, when the free ends are brought together at the front of the load and joined after tightening as previously explained, constitutes a cargo or load unit binder anchoring the constituents of the unit together and the unit to the car. By providing each anchor bar wih a series of spaced binder anchorage locations, of which the loader may select and use as many or as few as reduired, the possible number and arrangement (spacing) of such binder section pairs will be suiciently variable to meet a wide variety of loading conditions. And, of course, the greater the number of anchor bars installed in the end of a car the more can each end load .be subdivided into smaller units. However, the fact that a car is equipped for a certain number of cargo units in each end does not mean that the car cannot be used to accommodate fewer and larger cargo units--say only one in each endbecause accommodation to larger units merely means that some anchor bars will not be used at the time. The anchorages do not protrude into cargo space so that, whether used or not used, they do not interfere with or tend to injure the cargo. The capability of subdividing the lcad into independently anchored units is of special convenience in the shipping of less than car load lots to receivers at different points. Thus, by loading a car with a unit for each receiver and 6 inthe inverse order Ato the-necessityffor discharge, it willbe -easyat each station to .unbind andremove `only fthfatpart fo'f the loadiwhich is desired, leaving the. rest o'f the load intact land 'firmly bound.

-By fusing ilatsteel strap or ribbon as the load unit binder material and making the recesses through vwhich the '-lbinder is threaded ein llooping binder vsection ends 'about anchor bars as small as ffeasible to ypermit such threading, there are no iobjactionable cavities opening into 'cargo spaces even when the 'anchorages in a-'car are not being used. -Obj'ectionably large cavities would permit bulk commodities, such as grain, fand dirt `to collectin them. Goods contained in what maybe termed soft packages, such as in 'cloth and lpaper bags, would tend to protrude into larger cavities and become damaged. In short, my -anchora'ges are notobjectionable when cars equipped with them are -used to carry loads lwhich do nctrequ'ire or do `not lend themselves to lbinding and consequently lcars so equipped are still available V-for @gener-'al service.

Having thus explained thenature a-nd illustrated embodiments of my invention, what lI claim and 'desire to secure |by United StatesLetters Patent -is-a's ffollows:

l. A vcargo 'strapebinder anchorage :for railway cars provided with interior sheeting, comprising an elongated meta-l bar rigidly 'attached substantially vertically to the car wall and embedded lin the car sheeting with its front face exposed, 'the sheeting at spaced intervals along the bar being provided with recesses extending on both sides of and behind the bar whereby binder strap ends may be looped about the bar to effect anchorage of strap to bar, and a sheet metal shield lining the bottom of each sheeting recess.

2. A cargo strap-binder anchorage for railway cars provided with interior sheeting, comprising an elongated metal bar rigidly attached substantially vertically to the car wall and embedded in the car sheeting with its front face exposed, the sheeting at spaced intervals along the bar being provided with recesses extending on both sides of and behind the bar whereby binder strap ends may be looped about the bar to effect anchorage of strap to bar, and a sheet metal shield lining the bottom of each sheeting recess, said shield having upstanding flanges which are engaged by the bar to hold the shield spaced therefrom to form a metal lined channel for the passage of the binder strap.

3. A cargo strap-binder anchorage vfor cargo f carriers provided with interior side wall sheeting,

comprising an elongated rigid metal bar attached substantially vertically to the carrier side wall and embedded in the sheeting with its front face exposed, the sheeting at spaced intervals along the bar being recessed, each recess being longer than the width of the bar and lying therebelow and extending beyond opposite edges thereof so that binder strap may be looped about the bar for anchorage thereto, and a sheet metal guide shield for each recess held in place by the bar in spaced relation thereto to form a lined channel for the passage of the strap through the recess.

4. A cargo strap-binder anchorage for railway cars provided with interior side wall sheeting, comprising an elongated metal bar positioned substantially vertically against and embedded substantially flush with the sheeting, the sheeting at spaced intervals along the bar having strap receiving recesses transverse to and longer than 7 the width of the bar and tapering from a depth greater than strap thickness behind the bar to substantially zero depth at each end beyond the edges of the bar, and means for rigidly attaching the bar to the car Wall.

5. A cargo strap-binder anchorage for railway cars provided with interior side Wall sheeting, comprising an elongated metal bar positioned substantially vertically against and embedded substantially ush with the sheeting, the sheeting at spaced intervals along the bar having strap receiving recesses transverse to and longer than the Width of the bar and tapering from a depth greater than strap thickness behind the bar to substantially zero depth at each end beyond the edges of the bar, means for rigidly attaching the bar to the car Wall, and a sheet metal shield lining the bottom of the sheeting recesses.

6. A cargo strap-binder anchorage for railway cars provided With interior side Wall sheeting, comprising an elongated metal bar positioned substantially vertically against and embedded substantially flush with the sheeting, the sheeting at spaced intervals along the bar having strap receiving recesses transverse to and longer than the width of the bar and tapering from a depth greater than strap thickness behind the bar to substantially zero depth at each end beyond the edges of the bar, means for rigidly attaching the bar to the car wall, and a sheet metal shield lining the bottom of the sheeting recesses, each shield having outstanding lianges engaged by the bar to hold the shield in place in its sheeting recess.

7. In combination with box car side Wall sheeting having in the sheeting at each side of the car a vertically arranged series of spaced recesses, a vertical rigid metallic bar bridging the recesses composing each series, the bar being of a width less than the length of the recesses so that the recesses form channels through which cargo strap binder straps may be looped at spaced intervals about each bar in anchoring straps to the bar, and means for rigidly attaching the bars to the car side Walls. l

8. A shield for lining tapering recesses in box car sheeting which are in part bridged by rigid metal bars about which cargo binder strap may be looped foranchorage, comprising a sheet-metal strip having outstanding flanges along the mid region of itsv length, said flanges being of a depth corresponding substantially to the depth of the portion of the sheeting recess behind the bar so that the bar engages the anges to hold the shield in place in its sheeting recess.

JOHN M. MOON.

REFERENCES CITED The following references are of record inthe le of this patent:

UNITED STATES PATENTS Number Name Date 994,822 Daly June 13, 1911 2,226,667 Love Dec. 31, 1940 

